Paul Willett

Good luck to anyone considering applying and starting a career as an ATC. There is certainly a need for new people at the moment - none of us are getting any younger. Make sure that if you organise a tour you arrange it to 'sit in' with the controller on a busy Enroute or Approach sector as well. Sometimes the 'PR' tour is not what you are looking for as either an aviator, or a prospective ATC.

Mazda is on the money here. Good that you were listening on the 'appropriate' frequency, and good that you had TXPDR ON as well as with ALT selected (This is really important - no ALT = no Mode C, and lots of nuisance alerts on TCAS with overflying aircraft in Class C, as well as providing the controller with no situational awareness in the vertical sense) ATC will not, normally, provide an unannounced traffic alert like that - the most likely reason is that the controller noticed you - hard to do with the number of aircraft around the BN area in Class G at times, and that he/she deemed an alert was neccessary under a duty of care provision - but it was not required under an Air Traffic Services provision. Nothing stops you howeverm requesting it - i.e. a RAS/RIS - Radar Advisory Service/Radar Information service. Workload permitting the controller will identify you, and provide you with a snapshot traffic, position or navigation advisory, and if you request, an ongoing Radar Information Service. Obviously you must be TXPDR equipped, Radar Identified, and you must remain on the VHF ATC frequency until such time as Radar Services are Terminated and you are instructed Frequency change approved. If you leave the frequency without this, ATC willl declare a 'phase' on you, and this may initiate a SAR operation to 'find' you! RAS/RIS costs you nothing directly - use it. (or lose it - the BN RAS Frequencies are often combined with CG APP, not only if it gets quiet, but also due to staffing issues.)

I just got back from NY and for a change went via ICN (Seoul in Korea) breaking the journey each way with an overnight. Flew with Asiana and even though the flight is a couple of hours more than via LAX/SFO we were refreshed, no jet lag, and didnt have to put up with any of that QF bull$hit. Not only that it was about $500 cheaper for each of us, even including the stopover costs. There are a million ways to go - the US have cheaper fares outbound that AU so you should find something suitable. Weather depends on where you want to go. Avoid Summer anywhere north of about Coffs Harbour, Avoid Winter anywhere south of the Gold Coast. Winter is beautiful Brisbane North to the Tropics, although it is the windiest time around SE QLD if you are considering flying. I will let other speak for the southern climes.

My next project, maybe some time off, is an amphibian - today I came across this article: http://www.avweb.com/avwebflash/news/ICON_A5_amphibianLSA_VernRaburn_Rollout_198097-1.html

http://blog.wired.com/underwire/2008/06/cellphones-cant.html

Thanks for the good wishes. The plan is to go - if we go - for 3 years, and during that time put some pennies aside for the amphibian that I dream about upon returning to Oz. However, I too know of some who went for just 'a couple of years' and haven't come back! Life is an adventure after all!

Well, lets just say, I have sold the Tecnam, sold the Hangar and sold my house at Woody Point near Redcliffe Airport. I have an EK ticket booked for a 'visit' to somewhere sandy in September. What happens after that..... who knows. Also heard a rumour that there is a concerted campaign about to start to ramp up the recruitment overseas in the next couple of months. Interesting times - it seems the media and the government have no idea what is going on with respect to this. Now if only we could get a decent contract offer from home....

Do I really look that stressed? Unfortunately it is going to get a lot worse before it gets better - have a look at our association website : http://www.civilair.asn.au

Have just returned from some time in the US where I (along with evryeone else it seems) was using the new IMac 24". Wow. It is basically a Desktop using Advanced Notebook Technology. No Box, no cables, an OS that doesnt crash. I use my computers for work, not so much gaming - mostly Internet, and I found adapting to Safari easy. As it happens my monitor on my PC is about to give up the ghost - the perfect excuse to become a Mac convert. A little pricey I suppose, but since Vista and the amount of bloatware and crashes, along with the constant huge updates, I consider it will be worth it. Out of interest about 80% of the notebooks I saw in Canada & the US in Internet Cafes were Macs. This must say something.

Ballparking it in my head, using the FCST wind as all headwind because it is close enough - and conservative, 75nm * 38KT GS *15l=29.6l 45nm * 33KT GS *15l=20.4l =50 l Burn +(15% VR [if you apply it]= say 8l) +FR of 30 minutes = 8l +Assume no climb fuel differences + Taxi = neglibible + Assume no WX/Hold RQMNTS =66l required (but if you dont carry a variable reserve and you interpolate the winds a bit you might be ok with 60l)

Phew! Thank heavens I went with the 2002 AUIII Falcon! (And am still driving it!) I think Bruce has one of these aircraft ready to put together at Redcliffe - will be nice to see it when it is in flying condition soon.

Arguing that economic benefit to RPT outweighs Airmanship, Safety and most importantly the Rules of the Air as described in AIP is not only a slippery slope, it is simply wrong - legally, as well as practically. Making a downwind landing in to a non-radio CTAF aerodrome - wonder what is says in their company ops manual about that? Don't be bullied by the size of the aircraft if you are in the right - but if you wish to help out do so.

The LAME working on it found a residue, which was causing the short - assumption on my part about it being INOX - but you are quite right about the qualities of INOX. Whatever it was no problems whatsoever since it was cleaned and refitted.

I think Homer Simpson had some input in to the ergonomics - I counted at least 10 cupholders - jumbo size! An interesting thread going amongst SY ATC - due to the 'quick' turnaround times to get the A388 back to SIN, and the problems with cooling the brakes down after landing, the aircraft is rolling through to the end of the longer runways - wont take 07/25 when duty runway apparently. Add the extra miles required for wake turbulence (10NM for a light following), and when there are a few of these operating the runway capacity drops considerably - way below the point where we are now in terms of pax/hour or upload/hour. Hopefully these are teething problems. If not, those not operating these things will be screaming loudly.

So that I was comfortable keeping the jackets on I bought good quality ones as used by the Helicopter Resuce and Police Services - they sit flat in a valise over the shoulders and clip around the waist. And the inflation tags can be placed under a velcro flap out of the way of any potential cockpit snags. Often wear the jacket on a 2 hour leg in the summer and it is not really a problem. Even though not legally required, whenever flying to YSHR I always wear the jacket, as well as transitting YBTL or YBCS. The engine always sound so much smoother when the jacket is on!

Thanks Brett - I was indeed looking on Ebay. What Brand did you get?

OK Thanks. FWIW I am using TomTom Software on an old Dell Axim V51 running WM6. It currently has a CF Card GPS - bulky and power hungry - but as it is Bluetooth capable this seems the better option. I have the OziExplorer Software with WAC/VTC as well and thought I might give it a go in the Tecnam and see how it compares with my Lowrance AirMap. Was curious if the bluetooth got RF intereference at all, but you guys seem to have it sorted. I think the Solar supplements the battery life rather than providing independent power source.

It's not neccessarily hard. You just need training, practice, recency, a correctly certified aircraft and an appropriately endorsed licence. If you don't have all of those you will most likely be a statistic.

Anyone had any experience with these. I intend to use it in my car whilst driving through the US & Canada - but also wondering if anyone has used bluetooth GPS successfully for backup navigation in an aircraft?

I dont have my instrument rating current - but have about 5 renewals under my belt. Even flying IFR fairly regularly all those years ago, there were occassions when I still got the leans. A mate of mine who is a 747 Skipper still gets it now and then hand flying an instrument approach. Bottom line - you can not trust what your inner ear is telling you - trust only the instruments - and have the right instruments. And the right qualifications. Otherwise - sit it out on the ground safely with a coffee. Or overnight and have a beer.

As ATC we probably appear to 'over-react' at times - and there are historical reasons it may appear that way. There are still plenty of ATC with flying experience, but not as common as it once was. Those with some experience will know that some pilots will be under a lot of stress of simply high workload, and sometimes too many questions doesn't help. Depending on what the situation is, often for us having a location - ideally on radar - helps us help the pilot. As a pilot knowing where you are is very reassuring! One thing to remember is that altitude gives better VHF as well as radar range. In remote areas consider knowing what the higher level frequencies are, as there are regularly overflying jets that can relay over long distances to ATC, as well as get weather appreciations from other aircraft or ground observers. Basically it opens up a huge amount of resources to help you make the right decisions or get out of a bad situation. Unless someone has been groslly negligent, I have never heard of these things turning in to a 'witch hunt' after the event. If you are in trouble, even just need a bit of help, worrying about any consequences with the 'authorities' shouldn't come in deciding whether to speak up. As an example sometimes if contemplating VFR on top (lets say in a twin engine) you want to know actual reports of weather at your destination - a quick call to ATC to find out before going on top can let you make your decision with a lot more confidence. -------- The reason I mention twin engine on top is that I no longer contemplate VFR on top unless over a very short distance - i.e. gliding range to VMC. Legally it can be fine if you meet the AIP requirments for NAV etc, however it is in my opinion of the same risk as VFR at night - or a lot worse if aircraft is not adequately Instrument equipped or pilot experienced in flying IMC.

These stories need to be read by those new to Aviation, as well as those that have been around for a while. The poor chap last week around the WVA/SY area might have decided no to go instead of ending up in a bad situation. Fortunately he called ATC and got help and a safe outcome. But why not learn the lesson from others experience instead of 're-inventing the wheel' so to speak!

Also assuming loss of engine at ETP in Nil Wind, drift down to a circuit height of 1000FT AGL at a Glide speed of 60KIAS: 1 ANM/Min=12min@500FT/Min=6000FT+1000FT = 7000FT Minimum Crossing Altititude

Assuming the total distance is 24nm (12nm from Equidistant Point) you would be no further than about 21.5 km from land at any point. Which is still too long technically - are you measuring from two aerodromes/significant points, or the two closest points of the coastlines?

OK - thanks. Yes, I also read that later in the day. Sounds like an expensive exercise for all concerned, including ROTAX. Fortunately my engine and gearbox was not amongst the numbers - I would not have been too happy if it was.